End sill for railway cars



Sept. 28, 1937. M. P. BLOMBERG 2,094,443

END SILL FOR RAILWAY CARS Filed Dec. 24, 1954 4 Sheets-Sheet 1 Sept. 28, 1937. M. P. BLOMBERG 1 END SILL FOR RAILWAY CARS Filed Dec. 24, 1934 4 Sheets-Sheet 2 W; $12 527 1 y W Viz Sept. 28, 1937. M. P. BLOMBERG END SILL FOR RAILWAY CARS 4 Sheets-Sheet 5 Filed Dec. 24, 1934 77 i ffifrwerzlr r [0772b a Sept. 28, 1937. p, BLOMBE'RG 2,094,443

END SILL FOR RAILWAY CARS Filed Dec. 24, 1934 4 Sheets-Sheet! 4 1720372107 77Za/Z2h ffilombely Dy .jaga

Patented Sept. 28, 1937 UNITED STATES END SILL FOR RAILWAY CARS Martin P. Blomberg, Chicago, 111;, assignor to Pullman-Standard Car Manufacturing Company, Chicago, 111., ware a corporation of Dela- Application December 24, 1934, Serial No. 758,899

3 Claims.

This invention relates to end sills for railway cars, particularly that type of car and framing shown in my copending application, Serial No. 752,917, filed November 14, 1934, and the principal objects of the invention are to provide an end sill that is strong, light-weight, and easily cast or otherwise fabricated; that is particularly suitable for use with a car underframe of the type shown in my copending application above identified; that facilitates the running of air lines andcable conduit from one car section to another; and that is exceptionally strong at its mid-section where the greater part of the forces acting on the end sill are applied.

Further and other objects and advantages will become apparent as the disclosure proceeds and the description is read in conjunction with the accompanying drawings, in which I a Fig. l is a perspective view showing the end so framing of the articulated car shown in my 'copending application above identified; Fig. 2 is a fragmentary, horizontal, sectional view taken on the line 22'of Fig. 1;

Fig. 3 is a perspective view of the lower portion of the end framing, the point of View being within the car;

Fig. 4 is a horizontal, sectional view taken on the line 44 of Fig. 6 with fragments being broken away to show the structure below;

Figs. 5, 6, and '7 are sectional views taken on the lines 5-5, 6-45 and 'l'l of Fig. 4.

But this specific illustration and the follow ing specific description are for the purpose of disclosure only, and should not be construed as imposing limitations on the appended claims except as required by the prior art:

Referring first to Fig. 1, in which the end framlength by transverse cross bearers not shown.v

Fabricated corner posts and door end posts 16 rise from the end sill and have their upper portions secured to an anti-telescoping plate ll. Built-up top-chords l8 connect the upper ends of the corner posts at opposite ends of the car and a box girder top sill I 9 frames into a curved plate 20 which is structurally connected to the tops of the door end post IS. The top chords 55 on opposite sides of the car are joined by arcuate carlines H, the latter being covered by roof sheathing 22.

A more detailed description of the car iramework may be found in my copending application hereinbefore identified and the remaining part of the disclosure will be confined to the end sill it and its appurtenances.

The end sill is preferably an aluminum alloy casting but it may be made of plates welded together'into a unitary structure, or fabricated in some other manner. It has a nose portion 23 at the peak of which is a buffer cap 2 5 flanked by rearwardly recessed ledges 25. The buffer cap is stepped and includes a riser portion 26.

The casting comprises a top web 27, a bottom web 2:3,a transverse web 29 running the entire width of the casting, a front web 36, and a plurality of longitudinal, vertical webs 3!, 32, 33, and 35: The webs 32, 33,'and 34 intersect the transverse web 29 and are integral with the front web 30 (see Fig. 4), and the webs M which are nearest'to the car center line, extend rearwardly beyond the remainder of the webs.

The longitudinal, vertical webs 3!, 32, 33, and 3 form with the top and bottom webs 2i and 28 and the transverse web 29 a series of pockets into which the longitudinal stringers i 2, l3 and 14 are adapted to enter (as best shown in Fig. 3). flanges, as well as their webs riveted to the end sill castings, the webs 34 being notched out as indicated at 35 to accommodate the flanges of the I-bars and the top and bottom webs 27 and 28 of the end sill casting being extended rearwardly as indicated at 36 in the region of the webs 34. f j

\ The Jjbars 13 are secured to the vertical webs 33 and the Z-bars 14 to the vertical webs 32, the top flanges of the J,-bars being notched out as indicated attl to accommodate the web 33', and the Z-bars' being notched out as indicated at 38 to accommodate the webs 32.

The ends of the end sill are recessed as shown at 39 to receive the complex corner post construction, and a ledge 48 frames with the side sill H, as best shown in Fig. 3.

On the under side of the extreme ends of the end sill are jacking blocks 41 and these are equipped with lugs '42 to receive the skirt 43 of the side sill assembly.

On the upper face of the end sill are integrally cast lugs 43 and 44' to which the door end posts 16 are securely attached. The lugs are irregularly shaped due to the fact that the door end posts are of box column construction in order to The'I-bars l2 have their top and bottom.

have maximum strength and in order to provide an air duct 45 which can be used as a part of the ventilating system of the car.

A female center plate 41 is secured by bolts 48 and a key 49 to the under side of the nose portion 23 of the casting l0, and a male center plate 50 carried in a similar manner by the adjacent end sill is adapted to nest with the center plate 41 to form an articulated joint, as best shown in Fig. 6. The latter plate rotates in a truck center plate 5! carried by the truck bolster 52 in any suitable manner.

The female center plate 41 has a peripheral groove 53 adapted to receive a safety cable 54 anchored to lugs 55 integrally formed with the male center plate 56.

The center plates Al and 50 each have an upstanding dowel 56 which enters an opening 51 in the buffer caps 24 lined with a steel bushing 58. The dowel 55 and key l9 of the center plates serve to relieve the bolts 48 of much of the shear they would otherwise have to take.

The abutting portions of the buffer caps 24 are equipped with wear shoes 59 rounded in a vertical plane.

Access to the bolts t8 is provided through openings 55 in the top Web of the casting (see Figs. 1, 4, and 6).

The car bodies are steadied on the articulated joints by side bearings, generally designated 6|, each of which includes a rocker 62 pivoted at 63 to a bracket 64 rising from the truck bolster 52, the rocker 6i having at each end a wear plate 65 adapted to engage a similar wear plate 66 which is yieldingly backed by a rubber pad 61 mounted in an inverted cup-shaped projection 68 integral with the end sill casting (see Fig. 5).

The buffer cap 24 is stepped as shown in Fig. 1 and openings 68 are provided in the riser portion 26 to permit the air pipes to pass from one car unit to the adjacent car unit (see Figs. 4 and 6). The necessary flexibility of the pipes in passing from one unit to the other is obtained by providing flexible hose H at the crossover.

The electrical conduits are transferred from one car unit to another by jumpers generally designated 12, which emerge from points adjacent to the ends of the end sill of one car unit and enter the abutting end sill adjacent to the car center line (see Fig. 4). The fitting 13 supports the cable as it emerges from the end of the sill, and a fitting 74 supports the cable as it enters the opposite end sill alongside the buffer cap 24. The fitting M is secured by bolts 15 to the recessed ledges 25 (see Fig. '7) and the conduits enter the casting through an opening i5 in the rear wall of the recess. Slots T! are provided in the nose of the casting to afford access to the bolts 15. V

The casting is made exceptionally strong throughout its nose portion 23 because the buif and draft forces are transmitted from one car unit to another through the articulated joints and the buffer caps 24. Accordingly, a pair of closely spaced webs 18 are provided to reinforce the cap 24 and transmit the forces through the end sill to the longitudinal stringers [2, I3, and I4 and the side sills l I. It is for this reason, too, that the webs 34 are extended rearwardly beyond the other vertical webs.

The end sill construction which has been described is exceedingly sturdy and it is framed into the underframe in such a manner that very little bending moment is applied to the sill. Being cast of aluminum alloy, it is of exceptionally light weight and the metal is distributed so that each part serves a particular function in taking the stress.

The reinforced nose portion 23 serves not only to transmit the forces applied to the buffer cap to the longitudinal stringers l2, [3, I4 in a manner which reduces the possibility of fracture to a minimum, but it also provides-the necessary room for the fittings l4 so that the cable jumpers 72 may work on a radius and consequently have longer life.

I claim:

1. An end sill for railway cars comprising a casting having pockets in its rear face for receiving the longitudinal sills of the car underframe, said casting also having a nose portion projecting forwardly beyond the main body of the casting, said nose portion including a stepped buffer cap, the riser portion of which is provided with a pair of openings through which the air line of the car is adapted to pass.

2. An end sill for railway cars comprising a casting having pockets in its rear face for receiving the longitudinal sills of the car underframe, said casting also'having a nose portion projecting forwardly beyond the main body of L tween the front and rear thereof, transversely to a said extensions, vertical Webs extending parallel with the longitudinal direction of said extensions and forming pockets opening rearwardly, certain of said last-named webs being located between said extensions but spaced therefrom, a nose portion projecting forwardly beyond the main body of the casting and a stepped buffer cap at the peak of said nose portion.

MARTIN P. BLOMBERG. 

